Apparatus for building tunnels or the like.



No. 764,798. PATLNILU JULI 12, 1904. L. DIUBITSUH. APPARATUS PORBUILDING TUNNLLS'UR THB LIKE.

APPLICATION FILED 0OT.17. 1903. N0 MODEL. SHEETS-SHEET 1.

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No. 764,798. PATENTED JULY 12, 1904'.

E. DIEBITSCE y APPARATUS POR BUILDING TUNNBLAOR THE LIKE. APPLIOATIONFILED 0UT.17. 1903. N0` MODEL. 5 SHEETS-SHEET 8.

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M /fjm No. 764,798. PATENTED JULY l2, 1904. E. DIEBITSGH. APPARATUS FORBUILDING 'I'UNNELS OR THE LIKE.

APPLICATION FILED OCT-17. 1903.

NO MODEL. 5 SHEBTS-SHEET 4.

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PATENTED JUL-Y 12,l 1904.

E. DIEBITSGH. APPARATUS FOR BUILDING TUNNELS 0R THB LIKE.

APPLICATION FILED 007.217.1903.

5 SHEETS-SHEET 5.

N0 MODEL.

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WITNESSES:

UNiTnD STATES Patented July 12, 19C fl.

PATENT Ormes.

EMIL DIEBITSOH, OF NEW YORK, N. Y.

SPECIFICATION forming part Of Letters Patent No. 764,798, dated July 12,1904.

Application filed October 17,1903. Serial No. 177.427. (No model.)

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Be it known that LEMIL Diei'rseu. a citizen of the United States,residing in the borough of Manhattan, city, county, and State of NewYork, have invented certain new and usefull Improvements in Apparatusfor Building' Tunnels or the Like, of which the following is aspecification.

This invention relates to the construction of tunnels or other analogoussubmarine or subterranean structures, and especially to an apparatusdesigned for carrying outl the proeess described in my application forpatent Serial No. 175,904, filed October 5, 1903. In said applicationthere is described a process for the building of a submarine tunnel withan artificial support of piles, though obviously the process theredescribed and the present apparatus are applicable to the building ofvarious other structures.

The present invention provides a caisson of special design and havingvarious novel features specified hereinafter.

r1`he accompanying` drawings illustrate an embodiment of the invention.

Figures 1 and 2 are respectively a longitudinal section and a plan of acaisson and a tunnel, of which one section is completed and the work isprogressing on the second section. Fig. 3 is a transverse sectionthrough said caisson, the scale being doubled. Fig. 4 is a transversesection through the rear end of the caisson, showing the pneumaticchamber, this scale being also double that of Fig. 1. The mud is omittedwithin the figure for the sake of clearness. Fig. 5 is an enlarged planshowing the edge of a caisson and the sheet-piling surrounding the same.Fig'. 6 is a section on the line G 6 of Fig. 5. Fig. 7 is a transversesection through the lower edge of the rear end of the caisson. Figs. 8and 9 are respectively a transverse section and a plan illustratinganother embodiment of the invention.

Referring to the specific embodiment illustrated in the drawings, A is afloating dam or caisson consisting, essentially, of a doublewalled boxpreferably open at top and -bottom and inclosing a workingchamber. Thecaisson is of approximately the shape of the struc- 'ing between them.

ture or section of structure to be built. In building a tunnel it may beof the elongated shape shown. ln such case the side walls may be made ofconsiderable length without danger by introducing internal transversebraces, such as the latticed girders or trusses B shown. The sheet-metalplates O and D, constituting, respectively, the outer and inner walls ofthe caisson, have suitable brac- For large structures, su eh as thatshown, the bracing may be provided in the form of horizontal latticedgirders or trusses E, which take the principal strains, and verticaltrusses or girders F between the horizontal trusses. A Hoor G (omittedin Fig. Q for the sake of clearness) preferably covers the space betweenthe inner and outer walls. Upon this floor or upon other suitablesupports at the top of the walls may be mounted derrieks, pile-drivers,Sac., as well as a power 4plant consisting of boilers, engines, dynamos,

pumps, Sac. the details of which will of course vary with the characterof the work. The dimensions of the caisson are such that when its loweredge is at the proper depth its top will be a convenient distance abovehigh water and will serve as a pier for the discharge of all materialsand also as a working platform.

The walls of the caisson at the bottom may be tapered off on the inside,as shown in Fig. 3, to provide the needed working space; but the totalthickness of the double walls is suicicnt to provide the necessaryresistance to the inward pressure, which, as is understood, increaseswith the depth below water-level. The

braces B are omitted in the lower part of the caisson to leave a clearspace for the. tunnel H. The walls below the lowest brace B in such casemay be -designed as cantalivers, their lower ends being unsupportedagainst the inward thrust. As shown in Figs. 1 and 2, the braces B areatV comparatively widely separated intervals in plan, and thereforepresent almost no interference with the work.

An important feature of improvement lies in the means for cutting offwater from {iowing around the lower edge of the caisson into the workingchamber. l propose to use for this purpose one or more lines of-sheet-piling extending continuously around the site of the work andbelow the edge of the caisson. The row of piles J, for example, may beon the outside wall of the caisson or' on the inside wall, or on bothwalls. The depth to which this piling will have to be driven below thelower edge of the caisson in order to keep the working chamber drymaysometimes be very great, and it should be very securely guided, sothat its lower ends shall be held against lateral movement and theentire line of piling shall be practically water-tight. A suitable meansfor insuring such a result is illustrated in detail in Figs. 5 and 6. Onthe wall C of the caisson are provided vertical guides, such as theI-beams K, having at their outer ends flanges L. The piles J are held inengagement with the fi anges L, as by means of strips N, fastened to thefaces of th I'/piles. A tight joint between the edges of/tleie piles maybe effected by the well-knowntongue-and-groove construction or by meansof separate tongues O engaging grooves in the adjacent edges of each twopiles.

It may be explained at this point that the caisson is builtin asheltered locality and when completed is ballasted to float at a stabledepth and is towed into place above the site of the work and secured bymoorings orv otherwise in such position and then sunk by the addition ofballast either in the form of water or otherwise. Preferably the sitehas been previously dredged to about the subgrade of the tunnel or otherwork, so that the caisson may be sunk at once to its working position,or the caisson may rest first upon the river-bottom and may then be sunkby dredging from within. The sheet-pilin g cut-off is then driven belowthe lower edge of the caisson, and the latter is pumped substantiallydry. The foundation or artificial support, comprising the piles P, isthen constructed and the tunnel H built thereon as conveniently as itcould be done in an open cut on lan`d. Preferably, also, before thetunnel-section is completed there is driven at the forward end of theworking chamber a sheet-pile cut-off comprising, .for example, a pair oftransverse rows Q, connected by a pair of longitudinal rows R, ofpiling. The use of these will be described hereinafter. Thebearing-piles P, the sheetpile cut-ofil QR, and the tunnel-section Hbeing completed throughout the length of the working chamber and thefinished section being stopped at the end by a bulkhead, the caissonwill be moved to the position for building the next section. Generallyboth ends of the completed section of the tunnel will be closed withbulkheads, the working chamber will be filled with water, and thesheet-piling will be drawn out or cut ofi'l at the level of the bottomof the caisson, after which the latter will be raised by removing' apart of the ballast and then drawn into its new position.

It may also be necessary to lill the completed section of the tunnelwith water, depending on whether or not its weight is sufiicient to keepit from iioating when empty and whether or not its design provides foranchors to hold the tunnel down.

The new position of the caisson is such that when sunk it will overlapthe advance end of the completed section sufiiciently to enable thelatter to project into the working chamber. Special means may beprovided, therefore, for making' a tight iit at this point. Thesheet-pile cut-off Q R prevents the water flowing into the chamber byway of the under side of the tunnel. The longitudinal rows R are longerthan the thickness of the end of the caisson, and therefore extendbeyond the inner and outer end walls C D and permit the sheet-piling Jto be driven close up against them, so as to insure a tight continuousline of sheeting all around. To prevent water entering the chamber byfollowing the sides or top of the finished tunnel-section, the end wallC D of the caisson is cut out at its lower edge to lit closely over thetunnel-section. This construction is shown in Figs. 4 and 7. The bottomplate S of the caisson -wall is hollowed out at the central portion toprovide a space considerably larger than the outside of the tunnel, asshown in Fig. 4, and is lined with ribs T, shaped to fit the outside ofthe tunnel closely and preferably provided with gaskets U, of rubber orsimilar material, which shall form a tight joint. Also at any suitablepoint between the inner and outer walls D and C there is provided achamber V, preferably larger than the ribs T, and which chamber isconnected with an air-lock WY, preferably through an interposed shaft X,carrying the air-lock to the top of the wall. The chamber V thusconstitutes a subsidiary caisson which can be cleared of waterindependently of the working chamber ofthe main caisson by introducingsufficient air-pressure into the chamber V. This permits a workman to godown and examine the joint between the finished section of the tunneland the rear wall of the caisson and to tighten the joint all around theoutside of the tunnel by calking or otherwise, if necessary. The maincaisson can then be pumped dry and the work proceeded with as before.Preferably the sheet-piling around the outside of the main caisson iscontinued above the completed tunnel-section, as at J the lower end ofeach of these piles being shaped to fit approximately the outline of thetunnel-section and a bank of clay and gravel or similar material beingplaced around the toes of the piles.

In some cases I prefer to make the main caisson also pneumatic byproviding a roof and one or more air-locks, as indicated in dotted linesat Y, Fig. 3, and this roof may be either permanent or removable. Thelatter IOO IIO-

construction would be advantageous where it is desirable to build theartificial support for a tunnel without first pumping the caisson dryand to subsequently expel the water, so as to permit the building of thetunnel-section.

It may be possible in some cases to dispense with the surroundingsheet-piling and to advance'the caisson directly along without liftingit above the subgrade of the tunnel. In

this ease of course it will not be necessary to.

complete an entire section of the tunnel throughout the length of thecaisson before moving the latter. In some cases also I may utilize thefinished section of the tunnel as a guide, the caisson being providedwith bearings, such as' the rollers Z, engaging the sides of thefinished section of the tunnel, and thus guiding the caisson in thedirection of the tunnel.

The invention provides a most safe and reliable means of building atunnel structure, which has up to the present been thought to involvegreat dangers and uncertainties. The apparatus is simple and strong. Thewerk can be done rapidly and well, because the workmen are in the openair with no extra pressure. There is abundant room permitting theutilization of a great many workmen at once and of numerous and powerfulmachines, and these machines are always at hand and mounted upon stablesupports. There are no complicating circumstances attending the buildingof the tunnel.

Instead of building the entire caisson in a dock or other localityremote from the work, which would introduce difficulties in towing it tothe tunnel site, especially where it is of great depth, a lower portionmay be builtand towed to or near to the site, after which the upperportion may be built thereon.

The chamber V may be supplied continuously with air under pressuresufcient to exclude water, and thus, in effect, forms a pneumaticpacking-ring and keeps tight a most difficult portion of the work. Infact, it is not essential that the chamber V be of the size orarrangement shown or that the air-lock be provided, as any space betweenthe tunnel and the caisson (and within the edges of the caisson-wall)with means for permitting the introduction of air under pressurethereinto would serve the same purpose.

A construction is illustrated in Figs. 8 and 9 which, while applicableat all depths, will be found especially useful at very great depths,where the inward pressure at the lower edge of the sides of the caissonis extreme. In'this case I prefer to make the inner wall D of thecaisson vertical throughout its height and to provide a removable braceZ at or adjacent to the lower edge. This brace may, however, be used inconnection with the flaring sides shown in Fig. 3. This brace, forexample, may be of the type shown, comprising a strong tubular centralportion a, into the ends of which extend screw-threaded rods I),arranged to be rotated by any suitable means, as the ring c, providedwith capstan-holes. These braces are located before the water is pumpedout from the caisson', the screw-threaded end portions being turned tojam the ends against the walls ofthe caisson. Then when the water ispumped out these braces resist the inward pressure most effectively. Anynum' which at any time before the caisson is refilled with water aresuspended above the finished tunnel, as by means of chains (Z, and whichas the caisson is raised are lowered and jammed into place, as alreadydescribed. Preferably in a caisson in which the inner wall D is vertical all the way to the bottom it is provided with guides, such as thechannels c, which engage the ends of the braces Z and accuratelydetermine their lateral position. Preferably, also, these channels e areclosed at the bottom, so that the diver or other person who sets them inplace has only to screw out the ends, the vertical and horizontalposition .being automatically determined.

Though I have described with great particularity of detail a specificembodiment of the invention, yet it is to be understood that theinvention is not limited to the specific embodiment disclosed. Variousmodifications thereof in detail and in the arrangement and combinationof the parts may be made by those.

skilled in the art without departure from the invention.

Vhat I claim isl. In combination, a movable caisson for submarine work,and means for extending a substantially water-tight cut-off below thebottom of said caisson and cutting 0H the passage of water around suchbottom.

2. In combination, a movable caisson and sheet-piling carried therebyand adapted to be driven close together below the bottom of the caissonso as to form a substantially water-tight cut off' surrounding theworking space within and cutting off the passage of water around thebottom of the caisson.

3. In combination, a caisson having vertical guides attached to a wallthereof, and sheet-piles having' means on their faces for engaging saidguides, leaving the edges free for forming a'substantially water-tightconnection between adjacent piles.

4C. In combination, a caisson having flanged Vertical guides, andsheet-piles engaging the flanges of said guides.

An elongated movable caisson for building submarine tunnels or the like,having transverse internal braces.

6. An elongated movable caisson for building submarine tunnels or thelike, having transverse internal braces and having at the bottom aworking space without internal bracing.

7. Means for maintaining a tight joint under water, comprising the twoadjacent structures with an air-space between the edges and a connectionto said air-spaee permitting the maintenance of a pressure of airtherein.

8. In combination, an open caisson adapted to overlie a structure, andmeans permitting the maintenance of a pressure of air between saidstructure and the adjacent portion of the caisson to form in etl'ect apneumatic packing.

9. A caisson having at one end a subsidiary pneumatic chamber permittingaccess to the bottom of said end regardless of the conditions in theworking chamber oi' the main caisson.

10. A caisson for building tunnels or the like and having the lower edgeof one end eut out and provided with ribs fitting over a completedsection of the work, the space between said ribs being connected throughan air-lock with the atmosphere to form a subsidiary pneumatic caissongiving access to said space.

11. A caisson Jfor building tunnels or the like, having bearings toengage the sides of a finished section of tunnel so as to guide thecaisson in the direction of the tunnel.

12. A double-walled movable caisson for submarine work, having a widebottom edge and having' its inner walls Haring downwardly to provide aconvenient working space.

13. A caisson having in its lower portion a removable transverse braceof adjustable length to permit its being jammed between the sides ol'the caisson or released from said sides.,

14. A caisson having channels c and a vertically-movable transversebrace Z of adjustable length to permit its being jammed between thesides of the caisson or released from said sides.

In witness whereof I have hereunto signed my name in the presence of twosubscribing witnesses.

EMIL DIEBITSCH.

Witnesses:

P. A. GAGE, C. B. PAINE.

